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(No Model.) 2 Sheets-Sheet 1.

L. B. WHITEJ& L. HENDERSON.

GAR HEATING AND VENTILATING APPARATUS. No. 257,795. Patented May 9, I882.

- )WITNESSESI 0M L/v +0 INVENTOR:

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(NoMo'deL) .QShets-Sheet 2. L. B. WHITE 86 L. HENDAERSON.

GAR HEATING AND VBNTILATING APPARATUS.

No, 2571795. 3% A Patented May 91,1882.

I I l l 1 INVENTOR A ATTORNEYS.

N. PETERS'PheloLflhognpher, Wnhinstm. D. C.

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UNITE STATES "PATE T OF ICE.

LEWIS B. WHITE AND, LEONARD, HENDERSON, on MIDDLEBUBG,N. o. I

CAR HEATING AND VENiTlLATlNG APPARATUS.

SPECIFICATION forming partiof Letters Patent No. 257,795,

application filed January it), 1881. (No model.)

To all whom it may concern 1 Be it known that we, LEWIS BOYD WHITE and LEONARD HENDERSON, of l\lidd1eburg, in the county of Warren and State of North Carolina, have invented a new and useful Improved Oar Heating and Ventilating Apparatus; and we do hereby declare that the following is a full, clear, and exactdescription of the same.

The mostdesirable addition to the other comforts of railway travel would be a supply of fresh air of agreeable temperature and tree from dust, cinders, &c. It is the object of our invention to provide'an improved apparatus for effecting such result, and to this end we employ an air-forcingfan, located on the front of the locomotive, and two pipes or tubes leading therefrom and connecting with the several cars of the train. One of said tubes passes through the boiler and firc-box'l'or the purpose of conveying heated air and the other passes outside the boiler for conveying cool air. Either may be made use of as a conduit for air, or both together. These tubes are connected beneath the locomotive tender, and hence enter the car as one tube. The fan or blower on the front of the locomotive is operated while the train is in motion by a chain from an axle of the locomotive, and when the train is at rest it is operated by a small engine to which steam is supplied from the boiler. Means are provided for regulating the quantityo't' hot or cold air driven through thetubes,

so that the desired temperature and the pressure necessary to create an outward current in the cars may be maintained at all times.

In the accompanying dra\vings,forming part ofthis specification, Figure 1 is a partly sectional elevation of a locomotive and a portion of a tender provided with our improved ventilating apparatus. Fig. 2 is a side view of a portion of the tender and a passenger-car, showing the ventilating attachments. Fig. 3 is mainly a plan view of the parts shown in Fig. 1. Fig. 4 is a similar view of parts shown in Fig. 2.

The letterAindicates a blast-fan .or blower, which is located on the front of the locomotive B, where the air is free of dust, cinders, Ste. The casing of the Ian A is open in front and funnel-mouthed to facilitate admission of air. Two large tubesor pipes, (J and D, lead from the blower A, one, (J, passing through dated May 1882.

the smoke-box and through a large line in the boiler, then through the fire-box E, as shown in Fig. 1, while the other, 1), passes outside the boiler or through tender, it desired, and joins the first one, 0, at a point beneath the tender E, whence the tube 0 D leads to the car F, Figs. 3 4, and extends lengthwise of its floor, where it is perforated to allow escape of air into the interior of the car. The fan A. is operated when the train isin motion by means of a chain, a, from one of the front runningaxles,G, of the locomotive, said chain passing over'a toothed wheel or pulley, H, on'the fan-shaft I, Fig. 3, which is provided with a balance-wheel, J, to steady its rotation. When.

the train is at rest the fan A is driven by a small engine, K, which is located alongside the fan and operated by steam received from the boiler-dome through a pipe, L. The latter isprovided with a throttle-valve, M, that may be adjusted by the engineer for ad mitting steam to or cutting it off from the engine K. The piston-rod ot' the latter is attached to a crank on the fan-shaft I. The chain-pulley H is loose on the shaft and has a ratchet-andpawl connection with it, so thatwhen the train stops the engineK may rotate the shaft 'I, and the pulley H may remain motionless. At the forward junction of the air-tubes O and '1), which is contiguous to the fan-case A, is placed a cock, M, which may be adjusted in different positions by means of a rod, N, that leads back to the locomotive-cab, as shown in Figs. 1;, 3.

Supposing the apparatus to be in use and the fan A put in rotation, either by the chain (t or by the engine K, it is apparent that air will be taken in at the mouth of the fan-case and driven back into the car through theconnecting-tubes O D. The position of the valve or cook M determines whether the air shall pass through the tube 0, and thus become heated on its way through the boiler B and firebox IE, and thereby enter the carFin a heated condition; or whether it shall pass through the tube D, and thus be forced into the car F in a cold or moderately cool state; or, thirdly, whether it shall pass simultaneously through both the hot and cold air tubes 0 and D, and

thereby become graduated to an intermediate 7 temperature.

The engineer may conveniently control the position of the cock M, and thus regulate both the quantity and temperature of the air ad mitted into the car, according to the necessities of the ease. The ultimate control in this matter is, however, reposed in the conductor,

who may communicate the required directions to the engineer through a telephonic wire or other suitable signaling devices. Between the tender and locomotive and the several cars of a train the tubes are suitably connected by flexible joints 1), whose construction it is unnecessary to describe, since they may be readily devised by the intelligent mechanic, and are well-known adjuncts ot' air-brakes, smoketubes, and heating attachments of railwaycars. A hinged flap-valve, It, is located at the junction of tubes 0 and D, Fig.2, and arranged to close either of them. It operates automatically, since its position depends on the relative torce of the air-currents from the respective tubes 0 and D, so that it closes one more or less, according as the blast from the other is stronger or weaker.

The admission of air to any car of a train may be regulated from within it by means of a perforated sliding plate, 0, Fig. 4, which may be adjusted by a treadle, (not shown,) said plate having openings that register with those of the tube 0 D.

By our apparatus it will be perceived that freshair, free from dust, cinders, 850., which constitute the most serious annoyance of railway travel, may be constantly supplied to the cars, either at its normal temperature or at suclrhigher temperature as the comfort of pascurrents through the windows, doors, or other openings of the car, thereby effectually preventing entrance of dust, cinders, and smoke. The supply of heated air enables stoves to be dispensed with in the cars, which leaves avail able space for two more seats; also removes the danger from fire, and effects an economy in consumption of coal and the labor incident to care of stoves.

The apparatus may be worked economically in respect to both heat and power derived from the locomotive.

We do not claim supplying air to railwaycars for heating or ventilating purposes by means of aforcing apparatus located on the locomotive, since this is not now.

What we claim as new is- 1. In a car heating and vei'itilatiug apparatus, the combination, with the hot-air tubes 0 and D and the valve M, of the automatic valve R, located at the rear junction of said tubes, so as to close the exit-opening of one of 60 LEWIS BOYD WHITE.

LEONARD HENDERSON.

I Witnesses: JoHN (JAwrI-IoRNE, J. L. RoBiNsoN. 

